An experimental device and experimental method for electrostatic deposition of a rail vehicle

Abstract

The application relates to the technical field of rail vehicles, and particularly discloses an experimental device and an experimental method for electrostatic deposition of a rail vehicle. The experimental device comprises an environmental atmosphere cabin, a vehicle body simulation assembly and an electrostatic potential testing assembly. The environmental atmosphere cabin is provided with a cavity. The vehicle body simulation assembly comprises a rotating support, a blade and a driving part. The rotating support is arranged in the cavity and comprises a central shaft and a support arm arranged on the central shaft. The blade is arranged on the support arm. An electrically conductive part is arranged on the central shaft. The blade is connected to the electrically conductive part through an electrically conductive connecting part. The output end of the driving part is connected to the central shaft. The electrostatic potential testing assembly comprises a probe and an electrostatic potential tester. The probe is arranged at the rotation center of the electrically conductive part and is connected to the electrostatic potential tester. The experimental device and the experimental method for electrostatic deposition of the rail vehicle solve the problem that it is difficult to measure the electrostatic deposition on the surface of the vehicle body when the rail vehicle is running on the ground. The experimental device and the experimental method are of great significance for improving the working reliability of the rail vehicle.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, and more specifically, to an experimental apparatus and method for electrostatic deposition on rail vehicles. Background Technology

[0002] With technological advancements, the operating speeds of rail vehicles are gradually increasing. Taking high-speed trains as an example, their actual operating speeds can reach 350 km / h. In high-speed airflow environments, the roof insulation equipment rubs and collides with tiny particles such as metal and dust, generating surface charges on the vehicle body, thus depositing static electricity. When this charge accumulates to a certain level, electrostatic discharge occurs, significantly affecting the performance of the insulation equipment and threatening train operation safety. Therefore, paying attention to electrostatic deposition on the surface of rail vehicle bodies is of great importance. However, currently, there is no equipment available to assess the electrostatic deposition on the surface of rail vehicle bodies during operation. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide an experimental apparatus and method for electrostatic deposition on rail vehicles, which can effectively solve the problem of difficulty in evaluating the electrostatic deposition on the surface of the rail vehicle body during operation.

[0004] To achieve the above objectives, this application provides the following technical solution:

[0005] An experimental apparatus for electrostatic deposition on rail vehicles includes:

[0006] An environmental atmosphere chamber, equipped with a cavity;

[0007] The vehicle body simulation component includes a rotating bracket, blades, and a drive component. The rotating bracket is disposed within the cavity and includes a central shaft and a support arm disposed on the central shaft. The blades are disposed on the support arm. A conductive part is provided on the central shaft, and the blades are connected to the conductive part through a conductive connection part. At least the portion of the rotating bracket that contacts the blades, the conductive part, and the conductive connection part is made of insulating material. The output end of the drive component is connected to the central shaft to drive the central shaft to rotate around its axis.

[0008] An electrostatic potential testing assembly includes a probe and an electrostatic potential tester. The probe is located at the rotation center of the conductive part and is connected to the electrostatic potential tester.

[0009] Optionally, in the above-mentioned experimental apparatus for electrostatic deposition of vehicles, the two ends of the blade are respectively fixed to the two ends of the support arm, and the middle part of the blade is arc-shaped or streamlined.

[0010] Optionally, in the above-mentioned experimental apparatus for electrostatic deposition of vehicles, the rotating support includes at least two arms, one end of each arm is located on the central axis, each arm extends radially along the central axis, each arm is provided with a blade, and each blade is rotationally symmetrical about the axis of the central axis.

[0011] Optionally, in the above-mentioned experimental apparatus for electrostatic deposition of vehicles, the rotating support is made of an insulating material;

[0012] The portion of the rotating bracket that contacts the conductive part is provided with a polytetrafluoroethylene layer, and / or the portion of the rotating bracket that connects to the driving component is provided with a polytetrafluoroethylene layer.

[0013] Optionally, the above-mentioned experimental apparatus for electrostatic deposition of vehicles further includes at least one of a pressure control component, a humidity control component, and a temperature control component. The pressure control component is connected to the cavity and is used to adjust the pressure inside the cavity; the humidity control component is connected to the cavity and is used to adjust the humidity inside the cavity; and the temperature control component is used to adjust the temperature inside the cavity.

[0014] Optionally, in the above-mentioned experimental apparatus for electrostatic deposition of vehicles, the air pressure control component includes:

[0015] A first air pump is connected to the cavity through a first pipeline, and a first valve is provided in the first pipeline for controlling the opening and closing of the first pipeline. The first air pump is used to reduce the air pressure in the cavity to a set air pressure.

[0016] The second air pump is connected to the cavity through a second pipeline, and the second pipeline is provided with a second valve for controlling the opening and closing of the second pipeline;

[0017] A pressure sensor is used to detect the air pressure in the cavity;

[0018] A pressure monitoring controller, connected to the pressure detection sensor and the second air pump, is used to control the operation of the second air pump according to the preset pressure and the real-time pressure detected by the pressure detection sensor, so as to maintain the air pressure in the cavity at the preset pressure.

[0019] Wherein, the set air pressure is greater than the preset air pressure.

[0020] Optionally, in the above-mentioned experimental apparatus for electrostatic deposition of vehicles, the air pressure control component further includes a third valve disposed in the first pipeline or the second pipeline. When the third valve is open, the first pipeline or the second pipeline is connected to the external environment, and when the third valve is closed, the connection with the external environment is disconnected.

[0021] Optionally, in the above-mentioned experimental apparatus for electrostatic deposition on vehicles, the humidity control component includes:

[0022] A humidity sensor is used to detect the ambient humidity of the cavity;

[0023] A humidity controller, wherein the air outlet of the humidity controller is connected to the cavity, and the humidity controller is connected to the humidity sensor, for acting according to a preset humidity and the real-time humidity detected by the humidity sensor.

[0024] Optionally, in the above-mentioned experimental apparatus for electrostatic deposition of vehicles, at least a portion of the wall of the ambient atmosphere chamber surrounding the cavity has a hollow partition, and the outer wall of the ambient atmosphere chamber is provided with a low-temperature gas inlet and a low-temperature gas outlet communicating with the hollow partition. The temperature control component includes:

[0025] A temperature sensor is used to detect the ambient temperature of the cavity;

[0026] A low-temperature thermostat, wherein a cooling medium is provided inside the low-temperature thermostat, the outlet of the low-temperature thermostat is connected to the low-temperature gas inlet, and the low-temperature gas outlet is connected to the gas recovery component of the low-temperature thermostat.

[0027] A temperature controller is connected to both the temperature sensor and the low-temperature thermostat, and is used to control the operation of the low-temperature thermostat based on the preset temperature and the real-time temperature detected by the temperature sensor.

[0028] The experimental apparatus for electrostatic deposition of rail vehicles provided in this application includes an environmental atmosphere chamber, a vehicle body simulation component, and an electrostatic potential testing component. The environmental atmosphere chamber has a cavity; the vehicle body simulation component includes a rotating support, blades, and a drive component. The rotating support is located within the cavity and includes a central shaft and a support arm located on the central shaft. The blades are located on the support arm, and a conductive part is provided on the central shaft. The blades are connected to the conductive part through a conductive connection. At least the portion of the rotating support in contact with the blades, conductive part, and conductive connection is made of insulating material. The output end of the drive component is connected to the central shaft to drive the central shaft to rotate around its axis. The electrostatic potential testing component includes a probe and an electrostatic potential tester. The probe is located at the rotation center of the conductive part and is connected to the electrostatic potential tester.

[0029] To achieve the above objectives, this application also provides an experimental method for electrostatic deposition on a rail vehicle, which employs any of the aforementioned experimental apparatus for electrostatic deposition on a rail vehicle. The experimental method includes:

[0030] Set the vehicle speed, preset temperature, preset humidity, and preset air pressure of the experimental environment;

[0031] The preset rotational speed of the rotating bracket is calculated and determined based on the set vehicle speed;

[0032] Adjust the temperature, humidity, and air pressure inside the ambient atmosphere chamber to a preset temperature, a preset humidity, and a preset air pressure;

[0033] The driving component drives the rotating bracket to rotate at the preset speed;

[0034] The electrostatic potential testing component detects the electrostatic deposition on the blade.

[0035] The experimental apparatus and method for electrostatic deposition on rail vehicles provided in this application solve the problem of measuring electrostatic deposition on the surface of rail vehicles during operation in ground environments. In this application, the air pressure, temperature, and humidity within an ambient atmosphere chamber are adjusted to preset levels to simulate the operating environment of a rail vehicle. Furthermore, a rotating support is driven by a drive component, causing the blades on the support to rotate accordingly. The linear velocity of the blades is adjusted by controlling the rotation speed output of the drive component to simulate the speed of the rail vehicle. Electrostatic potential testing components are used to detect the electrostatic deposition generated during the blade rotation. Specifically, data such as the amount of accumulated charge, electrostatic voltage, and dissipation rate are collected and comprehensively analyzed, enabling a multi-faceted and more comprehensive study of electrostatic deposition during rail vehicle operation. This is of great significance for improving the operational reliability of high-speed rail vehicles and provides guidance for formulating protective measures against electrostatic hazards in high-speed rail vehicles.

[0036] In a preferred embodiment, the experimental apparatus for electrostatic deposition on a rail vehicle includes a pressure control component, a humidity control component, and a temperature control component. These components allow for real-time adjustment of the pressure, temperature, and humidity within the ambient atmosphere chamber, enabling the application of various environmental factors to the electrostatic deposition experiment, better simulating actual environmental conditions. The control devices achieve unified control of multiple experimental conditions and unified collection of comprehensive experimental data, reducing the workload of experimental personnel and increasing the convenience and safety of the experimental process. Furthermore, the experimental apparatus is small in size and provides safe and reliable experimental results. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1This is a schematic diagram of the experimental apparatus for electrostatic deposition on a rail vehicle according to a specific embodiment of this application;

[0039] Figure 2 This is a schematic diagram of the vehicle body simulation components (driving components are not shown).

[0040] Figure 3 This is a schematic diagram of an experimental method for electrostatic deposition on a rail vehicle according to a specific embodiment of this application.

[0041] Figure label:

[0042] 1-Environmental atmosphere chamber; 2-Vehicle body simulation component; 3-Electrostatic potential testing component; 4-Air pressure control component; 5-Humidity control component; 6-Temperature control component;

[0043] 11-Cavity; 12-Hollow partition; 13-Cryogenic gas inlet; 14-Cryogenic gas outlet;

[0044] 21-Rotating support; 22-Blade; 23-Drive component; 211-Central shaft; 212-Support arm; 24-Conductive part; 25-Conductive connection part; 231-High-speed frequency-adjustable asynchronous motor; 232-Motor speed controller; 26-Fixing bolt;

[0045] 31 - Probe; 32 - Electrostatic potential tester;

[0046] 41-First air pump; 42-First pipeline; 43-First valve; 44-Second air pump; 45-Second pipeline; 46-Second valve; 47-Air pressure sensor; 48-Air pressure monitoring controller; 49-Third valve;

[0047] 51-Humidity sensor; 52-Humidity controller;

[0048] 61-Temperature sensor; 62-Low temperature thermostat; 63-Temperature controller. Detailed Implementation

[0049] This application discloses an experimental apparatus and method for electrostatic deposition on rail vehicles, which tests the electrostatic deposition potential and charge amount of rail vehicles operating under different environments according to the special environment of different regions. This is to facilitate the study of the deposition quantity, dissipation rate, and mechanism of electrostatic deposition on the surface of rail vehicle body under different environmental influencing factors.

[0050] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0051] This application focuses on the study of electrostatic deposition characteristics of rail vehicles, especially high-speed rail vehicles. An experimental device for electrostatic deposition on rail vehicles was established to study the different occurrences of electrostatic deposition on the surface of rail vehicle bodies under different air pressures, temperatures, and humidity conditions. This lays the foundation for research on the influence of different environmental factors on electrostatic deposition on the surface of rail vehicle bodies during operation.

[0052] In some embodiments, please refer to Figures 1-2 The experimental apparatus for electrostatic deposition of rail vehicles provided in this application includes an environmental atmosphere chamber 1, a vehicle body simulation component 2, and an electrostatic potential testing component 3. The environmental atmosphere chamber 1 has a cavity 11. The shape of the environmental atmosphere chamber 1 can be set as needed and is not specifically limited here. The cavity 11 enclosed by the environmental atmosphere chamber 1 is used to simulate the environmental conditions of rail vehicle operation. The vehicle body simulation component 2 includes a rotating support 21, blades 22, and a drive component 23. The rotating support 21 is disposed within the cavity 11 and includes a central shaft 211 and a support arm 212 disposed on the central shaft 211. The output end of the drive component 23 is connected to the central shaft 211 to drive the central shaft 211 to rotate around its axis. It is understood that the central shaft 211 and the support arm 212 can be either an integrally formed structure or a separate structure connected by a conventional fixing method. By changing the rotational speed output by the drive component 23, the central shaft 211 can rotate at different speeds, thereby simulating different operating speeds of the rail vehicle. It should be noted that the output end of the drive component 23 is connected to the central shaft 211, which includes both direct connection and indirect connection through components such as a transmission shaft. The specific arrangement of the drive component 23 and the central shaft 211 can be set accordingly.

[0053] A blade 22 is mounted on a support arm 212, and a conductive part 24 is provided on a central shaft 211. The blade 22 is connected to the conductive part 24 via a conductive connection part 25. The blade 22 is used to simulate the body of a rail vehicle, and its material can be the same as that of the body; for example, the blade 22 is made of aluminum alloy. By experimenting with blades 22 made of different materials, the electrostatic deposition on the surface of the body made of different materials during operation can be evaluated. It is understood that both the conductive part 24 and the conductive connection part 25 are conductive; they can be made entirely of conductive material, or a conductive layer can be provided on an insulating body to meet the conductivity requirements. The conductive part 24 is located at the rotation center of the central shaft 211. For example, the conductive part 24 is circular and coaxially arranged with the central shaft 211. The conductive connection part 25 mainly serves to conduct electricity, so as to transfer the electrostatic charge generated by the blade 22 during the experiment to the conductive part 24 for collection. The generation of charge in the conductive part 24 causes a potential change, and the conductive part 24 is used to cooperate with the electrostatic potential testing component 3. The portion of the rotating support 21 that contacts the blade 22, the conductive part 24, and the conductive connection part 25 is made of insulating material to increase the leakage resistance of the rotating support 21, suppress the transfer of deposited charge through the rotating support 21 and thus prevent it from having a significant impact on the experiment, thereby ensuring the accuracy of the experimental results.

[0054] The electrostatic potential testing assembly 3 includes a probe 31 and an electrostatic potential tester 32. The probe 31 is located at the rotation center of the conductive part 24 and is connected to the electrostatic potential tester. The structure and working principle of the electrostatic potential tester 32 can be referred to in the conventional electrostatic potential tester 32, and will not be described in detail here. The electrostatic potential tester 32 is used to measure charge quantity, electrostatic potential, etc. The probe 31 can collect data on the charge change of the blade 22 in real time and transmit it to the electrostatic potential tester 32. By collecting information such as the charge quantity and voltage of the conductive part 24 by the probe 31, the changes that occur when the blade 22 rotates at high speed are indirectly measured, and transmitted to the electrostatic potential dynamic tester. For example, the electrostatic potential tester 32 determines the level of static electricity by collecting the potential difference on the surface of the conductive part 24 by the probe 31. It can use a potential difference amplifier to amplify the weak electrical signal on the surface of the conductive part 24 and display it on the instrument screen.

[0055] In this application, the rotation of the blades 22 on the rotating bracket 21 is used to simulate the operation of a rail vehicle. Specifically, the linear velocity of the blades 22 can be adjusted to simulate different speeds of the rail vehicle. To measure the electrostatic deposition on the surface of the rail vehicle during operation, especially at high speeds, conventional testing instruments cannot always ensure that the probe 31 is in contact with or close to the vehicle body at the same position during the operation of the rail vehicle. Furthermore, if the probe 31 is run synchronously with the rail vehicle, the electrostatic effect generated by the probe 31 itself will affect the accuracy of the detection.

[0056] In this application, the conductive part 24 is disposed on the central axis of the rotating bracket 21, and the probe 31 is disposed at the rotation center of the conductive part 24. During the simulation of rail vehicle operation by rotating the rotating bracket 21, the position of the rotation center of the conductive part 24 remains stationary, thus facilitating the setup of the probe 31 and the electrostatic potential tester 32. For example, the probe 31 is fixedly installed inside the cavity 11 of the ambient atmosphere chamber 1. The end of the probe 31 is close to but does not contact the rotation center of the conductive part 24. Changes in the potential of the conductive part 24 cause changes in the potential of the probe 31. In some specific examples, the tip of the probe 31 is spherical to better sense the object being measured, thereby providing an accurate electrostatic voltage reading. Additionally, the spherical design also helps to reduce external interference and improve measurement accuracy.

[0057] The experimental apparatus for electrostatic deposition on rail vehicles provided in this application solves the problem of measuring electrostatic deposition on the surface of rail vehicles during operation in ground environments. In this application, the air pressure, temperature, and humidity within the chamber 11 of the ambient atmosphere chamber 1 are adjusted to preset levels to simulate the operating environment of a rail vehicle. Furthermore, the rotating support 21 is driven to rotate by the drive component 23, causing the blades 22 on the support to rotate accordingly. The rotational speed is controlled by the drive component 23 to adjust the linear velocity of the blades 22, simulating the speed of the rail vehicle. This simulates the high-speed relative motion between the surface material of the rail vehicle body and spatial particles. After the rotating support 21 stabilizes, the electrostatic potential testing component 3 detects the electrostatic deposition generated by the blades 22 during rotation. Specifically, multiple data points, such as the amount of accumulated charge, electrostatic voltage, and dissipation rate, are collected and comprehensively analyzed, enabling a multi-faceted and more comprehensive study of electrostatic deposition during rail vehicle operation. This is of great significance for improving the operational reliability of high-speed rail vehicles and provides guidance for formulating countermeasures against electrostatic hazards in high-speed rail vehicles.

[0058] In some embodiments, the opposite ends of the blade 22 are fixed to the opposite ends of the support arm 212, and the middle part of the blade 22 is arc-shaped or streamlined. The arc-shaped or streamlined design of the blade 22 increases the contact area with air, providing a larger experimental area within a limited space, thereby improving the accuracy of the experiment. For example, the blade 22 is streamlined to better simulate the surface of a high-speed rail vehicle. Specifically, the blade 22 can be fixed to the support arm 212 by rivets, ensuring a reliable connection. If necessary, the connection between the blade 22 and the support arm 212 can also employ other conventional fixing methods such as bonding.

[0059] In some embodiments, the rotating support 21 includes at least two arms 212, one end of each arm 212 being disposed on a central axis 211. Each arm 212 extends radially along the central axis 211, and each arm 212 is provided with a blade 22, and each blade 22 is rotationally symmetrical about the axis of the central axis 211. By providing multiple arms 212 and correspondingly providing blades 22, when the rotating support 21 rotates, it can drive multiple blades 22 to rotate simultaneously. The multiple blades 22 contact the air, forming a larger total contact area, that is, providing a larger experimental area within a limited space, thereby improving the reliability of the experiment. It can be understood that the rotational symmetry of each blade 22 about the axis of the central axis 211 means that the shape of each blade 22, its position relative to the arm 212, etc., are rotationally symmetrical about the axis, so that the movement state of each blade 22 is the same when the rotating support 21 rotates. For example, the rotating support 21 includes two arms 212, which are collinear and located at opposite ends of the central axis 211.

[0060] In some embodiments, the rotating support 21 is made of an insulating material. The rotating support 21 is entirely made of an insulating material to provide reliable insulation between itself and the blade 22, the conductive connection 25, and the conductive portion 24, suppressing the transfer of deposited charge through the rotating support 21 and its impact on experimental results. For example, the blade 22 is made of highly insulating nylon.

[0061] In some embodiments, a polytetrafluoroethylene (PTFE) layer is provided at the location where the rotating bracket 21 contacts the conductive part 24. In other embodiments, a PTFE layer is provided at the location where the rotating bracket 21 connects to the driving component 23. In still other embodiments, both the location where the rotating bracket 21 contacts the conductive part 24 and the location where the rotating bracket 21 connects to the driving component 23 are provided with PTFE layers. By providing PTFE layers to separate the location where the rotating bracket 21 contacts the conductive part 24, or to separate the location where the rotating bracket 21 contacts the driving component 23, the excellent electrical insulation properties of the PTFE layer further increase the leakage resistance of the entire rotating bracket 21, suppressing the transfer of deposited charge through the rotating bracket 21. It is understood that the location where the rotating bracket 21 connects to the driving component 23 includes the corresponding connection location when the driving component 23 is directly or indirectly connected to the rotating bracket 21. For example, the rotating bracket 21 is fixed to the rotating shaft coaxial with the output end of the drive component 23 by fixing bolt 26 to prevent the rotating bracket 21 from falling off when the rotation speed is too fast. A polytetrafluoroethylene layer is provided at the contact part between the fixing bolt 26 and the rotating bracket 21.

[0062] In some embodiments, an insulating layer is provided on the outer periphery of the conductive connection portion 25. It is understood that the insulating layer should not affect the electrical conduction between the conductive connection portion 25 and the blade 22 and the conductive portion 24, respectively. By providing an insulating layer on the outer periphery of the conductive connection portion 25, it is possible to prevent the conductive connection portion 25 from contacting space particles and generating electrostatic charges that could affect the experimental results when the rotating support 21 rotates. In other embodiments, the conductive portion 24 is provided with an insulating layer except for the portion in contact with the probe 31, which further prevents the conductive portion 24 from contacting space particles and generating electrostatic charges that could affect the experimental results when the rotating support 21 rotates.

[0063] In some embodiments, the conductive part 24 is made of silver, which has excellent conductivity, and the conductive connection part 25 can also be made of silver. Specifically, the area of ​​the blade 22 is much larger than the area of ​​the conductive connection part 25. If the conductive connection part 25 is linear, it mainly serves the function of charge transfer. The conductive part 24 and the conductive connection part 25 can be an integral structure or a separate structure, and they are in contact to conduct electricity. When the conductive connection part 25 is in contact with the blade 22, the deposited charge generated by the frictional collision ionization of the blade 22 under high-speed rotation can be transferred from the conductive connection part 25 to the conductive part 24 and collected by the probe 31.

[0064] In some embodiments, the drive component 23 is a high-speed frequency-modulated asynchronous motor 231. The high-speed frequency-modulated asynchronous motor 231 can achieve different rotation speeds by adjusting the motor frequency through the motor speed controller 232. The high-speed frequency-modulated asynchronous motor 231 is coaxially connected to the rotating bracket 21 to drive the rotating bracket 21 to rotate, thereby realizing the real-time simulation of different running speeds of the rail vehicle.

[0065] In some embodiments, the experimental apparatus for electrostatic deposition of rail vehicles further includes at least one of a pressure control component 4, a humidity control component 5, and a temperature control component 6. The pressure control component 4 is connected to the cavity 11 and is used to regulate the air pressure inside the cavity 11; the humidity control component 5 is connected to the cavity 11 and is used to regulate the humidity inside the cavity 11; the temperature control component 6 is used to regulate the temperature inside the cavity 11. By setting the pressure control component 4, the humidity control component 5, or the temperature control component 6, real-time adjustment of the air pressure, humidity, or temperature of the experimental environment can be achieved to maintain the air pressure, humidity, or temperature of the experimental environment at a preset level. By adjusting the air pressure, temperature, and humidity inside the cavity 11 of the environmental atmosphere chamber 1 in real time, various environmental factors can be applied to the electrostatic deposition experiment, better simulating actual environmental conditions. In addition, the control device can achieve unified control of multiple test conditions, realize unified collection of comprehensive test data, reduce the workload of experimental personnel, and increase the convenience and safety of the experimental process. Moreover, the experimental apparatus is small in size and the experiment is safe and reliable.

[0066] In some embodiments, the air pressure control component 4 includes a first suction pump 41, a first pipeline 42, a first valve 43, a second suction pump 44, a second pipeline 45, a second valve 46, an air pressure detection sensor 47, and an air pressure monitoring controller 48. The first suction pump 41 is connected to the cavity 11 via the first pipeline 42, and the first pipeline 42 is equipped with a first valve 43 for controlling the opening and closing of the first pipeline 42. The first suction pump 41 is used to reduce the air pressure inside the cavity 11 to a set air pressure. The first valve 43 and the first suction pump 41 are used for rapid air extraction. During the experiment, the first valve 43 is opened, and air is extracted by the first suction pump 41 to reduce the air pressure inside the cavity 11 to the set air pressure, thus achieving preliminary adjustment of the air pressure inside the cavity 11. For example, the first pipeline 42 is a vacuum waveguide, the first valve 43 is a manually controlled valve, and the first suction pump 41 can also be manually controlled, i.e., preliminary control of the air pressure in the cavity 11 is achieved through manual control.

[0067] The second vacuum pump 44 is connected to the cavity 11 via a second pipeline 45, and a second valve 46 is provided in the second pipeline 45 for controlling the opening and closing of the second pipeline 45. The second valve 46 and the second vacuum pump 44 are used for pressure stabilization. After the first vacuum pump 41 lowers the air pressure in the cavity 11 to a set air pressure, the second valve 46 opens, and the second vacuum pump 44 starts to lower the air pressure in the cavity 11 to a preset air pressure, wherein the set air pressure is greater than the preset air pressure. Specifically, the set air pressure is 50~150Pa greater than the preset air pressure, such as 90Pa, 100Pa, or 110Pa greater than the preset air pressure. For example, the second pipeline 45 is a vacuum waveguide, the second valve 46 is an electrically controlled valve, and the second vacuum pump 44 is electrically controlled. The first pipeline 42 and the second pipeline 45 can be connected and connected to the ambient atmosphere chamber 1 via a main pipe to communicate with the cavity 11.

[0068] The air pressure sensor 47 is used to detect the air pressure in the cavity 11 so that the second vacuum pump 44 can be adjusted based on the real-time air pressure in the cavity 11. For example, the air pressure sensor 47 is a vacuum gauge tube, which is connected between the cavity 11 and the air pressure monitoring controller 48. The cavity 11 is connected to the vacuum gauge tube, so the air pressure inside the cavity 11 can be detected through the vacuum gauge tube.

[0069] The air pressure monitoring controller 48 is connected to the air pressure detection sensor 47 and the second vacuum pump 44, respectively. It controls the operation of the second vacuum pump 44 based on a preset air pressure and the real-time air pressure detected by the air pressure detection sensor 47, thereby maintaining the air pressure in the chamber 11 at the preset air pressure. For example, the air pressure monitoring controller 48 is connected to the vacuum gauge via a data communication interface and a signal transmission cable, monitoring the air pressure in the ambient atmosphere chamber 1 in real time. By comparing the real-time air pressure with the preset air pressure, it controls the operation of the second vacuum pump 44, thereby achieving precise air pressure control and maintaining a constant air pressure at the preset air pressure.

[0070] The air pressure control component 4, with the above-described configuration, can both rapidly reduce the air pressure inside the chamber 11 via the first vacuum pump 41 and precisely stabilize the air pressure inside the chamber 11 at a preset pressure via the second vacuum pump 44. This achieves precise adjustment and rapid response of the experimental environment's air pressure, thereby ensuring the reliability of the experiment. Specifically, the power of the first vacuum pump 41 is greater than that of the second vacuum pump 44 to meet the requirements for rapid vacuuming.

[0071] In some embodiments, the pressure control component 4 further includes a third valve 49 disposed on the first pipeline 42 or the second pipeline 45. When the third valve 49 is open, the first pipeline 42 or the second pipeline 45 is connected to the external environment; when the third valve 49 is closed, the connection to the external environment is disconnected. By providing the third valve 49, the cavity 11 of the ambient atmosphere chamber 1 is sealed when closed, thereby facilitating the stabilization of the experimental environment within the cavity 11. When the third valve 49 is open, the cavity 11 is connected to the external environment, enabling rapid release of pressure within the cavity 11. For example, the third valve 49 is a vacuum pneumatic baffle valve, which is connected to the ambient atmosphere chamber 1 via a vacuum waveguide to release pressure.

[0072] In some embodiments, the humidity control component 5 includes a humidity sensor 51 and a humidity controller 52. The humidity sensor 51 detects the ambient humidity of the cavity 11; the humidity controller 52's outlet is connected to the cavity 11, and the humidity controller 52 is connected to the humidity sensor 51, and is used to adjust the humidity based on a preset humidity and the real-time humidity detected by the humidity sensor 51. By detecting the real-time ambient humidity within the cavity 11 through the humidity sensor 51 and comparing it with the preset humidity, the humidity controller 52 adjusts the humidity when the real-time ambient humidity does not meet the preset humidity, so that the real-time ambient humidity meets the preset humidity. For example, the humidity controller 52 uses a humidifier, such as an ultrasonic high-frequency oscillation that causes water to be thrown off the water surface through a high-frequency vibration of an atomizing plate to generate water mist, which is then blown into the ambient atmosphere chamber 1 to increase humidity. The humidity controller 52 monitors the humidity changes in real time through the humidity sensor 51 and takes corresponding actions. Specifically, the humidity sensor 51 may be located inside the cavity 11 and connected to the humidity controller 52 via a signal transmission cable.

[0073] In some embodiments, at least a portion of the walls of the ambient atmosphere chamber 1 surrounding the cavity 11 have a hollow partition 12. The outer wall of the ambient atmosphere chamber 1 is provided with a cryogenic gas inlet 13 and a cryogenic gas outlet 14 communicating with the hollow partition 12. The temperature control assembly 6 includes a temperature sensor 61, a cryogenic thermostat 62, and a temperature controller 63. The temperature sensor 61 is used to detect the ambient temperature of the cavity 11; the cryogenic thermostat 62 contains a cooling medium, its outlet is connected to the cryogenic gas inlet 13, and its cryogenic gas outlet 14 is connected to the gas recovery component of the cryogenic thermostat 62; the temperature controller 63 is connected to both the temperature sensor 61 and the cryogenic thermostat 62, and is used to control the operation of the cryogenic thermostat 62 according to a preset temperature and the real-time temperature detected by the temperature sensor 61. Specifically, when the real-time temperature detected by the temperature sensor 61 is higher than the preset temperature, the temperature controller 63 controls the cryogenic thermostat 62 to open to provide cryogenic gas into the hollow partition 12. By providing a hollow partition 12 on at least a portion of the walls of the cavity 11 formed by the ambient atmosphere chamber 1, it can be understood that the inner wall of the hollow partition 12 is made of a thermally conductive material. By filling the hollow partition 12 with a cooling medium, the temperature of the inner wall is lowered, thereby reducing the ambient temperature inside the cavity 11. The cooling medium includes, but is not limited to, liquid nitrogen. This configuration enables the regulation of the experimental environment temperature, especially realistically simulating the low-temperature environment during the operation of a rail vehicle. Furthermore, since temperature regulation is achieved through the hollow partition 12, the temperature control component 6 does not directly contact the internal environment of the cavity 11, avoiding any impact on the experiment. The temperature sensor 61 can be specifically located inside the cavity 11 and connected to the temperature controller 63 via a signal transmission cable.

[0074] For example, the inner cavity of the cryogenic thermostat 62 is filled with cooling gas liquid nitrogen. The cryogenic thermostat 62 is controlled by the temperature controller 63 to evaporate the liquid nitrogen in the cryogenic thermostat 62. Then, it is introduced into the hollow partition 12 of the wall of the ambient atmosphere chamber 1 through the cryogenic gas inlet 13 for cooling. Finally, it is discharged into the gas recovery component of the cryogenic thermostat 62 through the cryogenic gas outlet 14. The temperature controller 63 monitors the temperature of the cavity 11 in real time through the temperature sensor 61.

[0075] The above mainly describes the cooling control of the ambient temperature. Depending on the needs, the temperature control component 6 may also include a heating element for heating control. The heating element is located inside the hollow partition 12. When the real-time temperature detected by the temperature sensor 61 is lower than the preset temperature, the heating element is activated to heat the inner wall of the hollow partition 12, thereby raising the ambient temperature inside the cavity 11. The heating element can specifically be a heating wire, etc., and the wall of the ambient atmosphere chamber 1 can be made of insulating material.

[0076] Based on the experimental apparatus for electrostatic deposition on rail vehicles provided in the above embodiments, this application also provides an experimental method for electrostatic deposition on rail vehicles. For any of the above-described experimental apparatuses for electrostatic deposition on rail vehicles, please refer to [link to relevant documentation]. Figure 3 The experimental method includes the following steps:

[0077] S1: Set the vehicle speed, preset temperature, preset humidity, and preset air pressure of the experimental environment.

[0078] The preset parameters for the rail vehicle speed, experimental environment temperature, humidity, and air pressure are set according to the experimental objectives. These parameters can be set based on the actual operating conditions of the rail vehicle, or according to the relevant design of the rail vehicle, such as its operation in a vacuum or near-vacuum environment. For example, a low preset air pressure, such as 0.3 atmospheres, 0.1 atmospheres, or 0.01 atmospheres, can be used. Lower air pressure results in lower air resistance during rail vehicle operation. Setting the preset air pressure to 0.3 atmospheres, 0.1 atmospheres, or 0.01 atmospheres to study electrostatic deposition on the surface of the rail vehicle during operation in a near-vacuum environment realistically simulates the rail vehicle's operating environment, providing data support and experimental verification for related research. Multiple sets of experimental parameters can be set as needed to obtain the influence of different parameters on electrostatic deposition on the rail vehicle body.

[0079] S2: Calculate and determine the preset rotation speed of the rotating bracket based on the set vehicle speed.

[0080] The blades are mounted on the support arm. Based on the set vehicle speed, blade length, and distance from the blade to the central axis, the preset rotational speed of the rotating support is calculated. For example, the linear velocity at the blade's centerline is used as the reference; that is, the set vehicle speed is taken as the linear velocity at the blade's centerline, and the preset rotational speed is calculated from the distance from the centerline to the central axis. Alternatively, the farthest end of the blade (away from the central axis) is used as the reference; the linear velocity at the farthest end of the blade is taken as the set vehicle speed, and the preset rotational speed is calculated from the distance from the farthest end to the central axis. Experiments are conducted using this method. Furthermore, the closest end of the blade (closest to the central axis) is used as the reference; the linear velocity at the closest end of the blade is taken as the set vehicle speed, and the preset rotational speed is calculated from the distance from the closest end to the central axis. Experiments are conducted using this method, with all other experimental parameters being the same as those using the farthest end as the reference. At the set vehicle speed, the electrostatic deposition on the rail vehicle body falls within the range formed by the results of the two experiments.

[0081] S3: Adjust the temperature, humidity, and air pressure inside the ambient atmosphere chamber to the preset temperature, humidity, and air pressure.

[0082] Based on the set parameters, the air pressure, temperature, and humidity can be controlled via the air pressure control component, humidity control component, and temperature control component set in the experimental apparatus. Alternatively, external control devices can be used to achieve the corresponding control.

[0083] For example, first, the third valve is closed to seal the ambient atmosphere chamber. A preset temperature is set via the temperature controller, and then the cryostat begins cooling. A preset humidity is set via the humidity controller, and then humidification begins. The first valve is opened, and then the first air pump is started to extract air. When the air pressure reaches 100 Pa above the preset pressure, the first air pump is turned off, and the first valve is closed. The air pressure monitoring controller is started, a preset air pressure is set, and based on the real-time air pressure detected by the air pressure sensor, the second air pump is controlled to operate, thereby bringing the air pressure inside the chamber to the preset pressure. The electrostatic potential tester is turned on, and the probe is brought close to the conductive part, ready for measurement.

[0084] S4: The drive component drives the rotating bracket to rotate at a preset speed.

[0085] When the environmental atmosphere chamber reaches the preset environmental state, the drive component drives the rotating bracket to rotate at a preset speed to simulate the operation of a rail vehicle. For example, a high-speed frequency-modulated asynchronous motor is started, and the motor speed is adjusted by the motor speed controller to achieve the predetermined simulated rail vehicle operating speed.

[0086] S5: The electrostatic potential testing component detects electrostatic deposits on the blades.

[0087] After the rotating support stabilizes, record the corresponding rate in the electrostatic potential meter until the displayed data no longer changes significantly. Then, turn off the motor and brake the rotating support to stop rotating, continuing to record the deposited charge data. Further, once the data indicates that the charge has completely dissipated, stop recording. Then, shut down the experimental setup and open the third valve to balance the air pressure, ending the experiment.

[0088] The experimental method for electrostatic deposition on rail vehicles provided in this application solves the problem of measuring electrostatic deposition on the surface of rail vehicles during operation in ground environments. In this application, the air pressure, temperature, and humidity within an ambient atmosphere chamber are adjusted to preset levels to simulate the operating environment of a rail vehicle. Furthermore, a rotating support is driven by a drive component, causing the blades on the support to rotate accordingly. The linear velocity of the blades is adjusted by controlling the rotation speed output of the drive component to simulate the speed of the rail vehicle, thereby simulating the high-speed relative motion between the rail vehicle's surface material and spatial particles. Electrostatic potential testing components are then used to detect electrostatic deposition on the blades, specifically collecting and comprehensively analyzing data such as the amount of accumulated charge, electrostatic voltage, and dissipation rate. This allows for a multi-faceted and comprehensive study of electrostatic deposition during rail vehicle operation. This is of great significance for improving the operational reliability of high-speed rail vehicles and provides guidance for developing protective measures against electrostatic hazards in high-speed rail vehicles.

[0089] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0090] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An experimental apparatus for electrostatic deposition on rail vehicles, characterized in that, include: An environmental atmosphere chamber (1) is provided with a cavity (11). The vehicle body simulation component (2) includes a rotating bracket (21), blades (22) and a drive component (23). The rotating bracket (21) is located inside the cavity (11). The rotating bracket (21) includes a central shaft (211) and a support arm (212) located on the central shaft (211). The blades (22) are located on the support arm (212). The central shaft (211) is provided with a conductive part (24). The blades (22) are connected to the conductive part (24) through a conductive connection part (25). At least the part of the rotating bracket (21) that contacts the blades (22), the conductive part (24) and the conductive connection part (25) is made of insulating material. The output end of the drive component (23) is connected to the central shaft (211) to drive the central shaft (211) to rotate around its axis. The electrostatic potential testing assembly (3) includes a probe (31) and an electrostatic potential tester (32). The probe (31) is located at the rotation center of the conductive part (24), and the probe (31) is connected to the electrostatic potential tester.

2. The experimental apparatus for electrostatic deposition on rail vehicles according to claim 1, characterized in that, The two ends of the blade (22) are respectively fixed to the two ends of the support arm (212), and the middle part of the blade (22) is arc-shaped or streamlined.

3. The experimental apparatus for electrostatic deposition on rail vehicles according to claim 2, characterized in that, The rotating support (21) includes at least two support arms (212), one end of each support arm (212) is located on the central axis (211), each support arm (212) extends radially along the central axis (211), each support arm (212) is provided with a blade (22), and each blade (22) is rotationally symmetrical about the axis of the central axis (211).

4. The experimental apparatus for electrostatic deposition on rail vehicles according to claim 1, characterized in that, The rotating bracket (21) is made of insulating material; The portion of the rotating bracket (21) that contacts the conductive part (24) is provided with a polytetrafluoroethylene layer, and / or the portion of the rotating bracket (21) that connects to the driving component (23) is provided with a polytetrafluoroethylene layer.

5. The experimental apparatus for electrostatic deposition on rail vehicles according to any one of claims 1-4, characterized in that, It also includes at least one of a pressure control component (4), a humidity control component (5), and a temperature control component (6), wherein the pressure control component (4) is connected to the cavity (11) and is used to regulate the pressure inside the cavity (11); the humidity control component (5) is connected to the cavity (11) and is used to regulate the humidity inside the cavity (11); and the temperature control component (6) is used to regulate the temperature inside the cavity (11).

6. The experimental apparatus for electrostatic deposition on rail vehicles according to claim 5, characterized in that, The pressure control component (4) includes: The first air pump (41) is connected to the cavity (11) through the first pipeline (42), and the first pipeline (42) is provided with a first valve (43) for controlling the opening and closing of the first pipeline (42). The first air pump (41) is used to reduce the air pressure in the cavity (11) to a set air pressure. The second air pump (44) is connected to the cavity (11) through the second pipeline (45), and the second pipeline (45) is provided with a second valve (46) for controlling the opening and closing of the second pipeline (45). A pressure sensor (47) is used to detect the pressure of the cavity (11); The air pressure monitoring controller (48) is connected to the air pressure detection sensor (47) and the second air pump (44) and is used to control the operation of the second air pump (44) according to the preset air pressure and the real-time air pressure detected by the air pressure detection sensor (47) so that the air pressure of the cavity (11) is maintained at the preset air pressure. Wherein, the set air pressure is greater than the preset air pressure.

7. The experimental apparatus for electrostatic deposition on rail vehicles according to claim 6, characterized in that, The air pressure control component (4) further includes a third valve (49) disposed in the first pipeline (42) or the second pipeline (45). When the third valve (49) is open, the first pipeline (42) or the second pipeline (45) is connected to the external environment. When the third valve (49) is closed, the connection with the external environment is disconnected.

8. The experimental apparatus for electrostatic deposition on rail vehicles according to claim 5, characterized in that, The humidity control component (5) includes: A humidity sensor (51) is used to detect the ambient humidity of the cavity (11); Humidity controller (52), the air outlet of the humidity controller (52) is connected to the cavity (11), the humidity controller (52) is connected to the humidity sensor (51), and is used to perform actions based on the preset humidity and the real-time humidity detected by the humidity sensor (51).

9. The experimental apparatus for electrostatic deposition on rail vehicles according to claim 5, characterized in that, The ambient atmosphere chamber (1) has at least a hollow partition (12) on at least part of the wall surrounding the cavity (11). The outer wall of the ambient atmosphere chamber (1) is provided with a low-temperature gas inlet (13) and a low-temperature gas outlet (14) communicating with the hollow partition (12). The temperature control component (6) includes: Temperature sensor (61) is used to detect the ambient temperature of the cavity (11); The low temperature thermostat (62) is provided with a cooling medium. The outlet of the low temperature thermostat (62) is connected to the low temperature gas inlet (13), and the low temperature gas outlet (14) is connected to the gas recovery component of the low temperature thermostat (62). Temperature controller (63) is connected to temperature sensor (61) and low temperature thermostat (62) respectively, and is used to control the operation of low temperature thermostat (62) according to preset temperature and real-time temperature detected by temperature sensor (61).

10. An experimental method for electrostatic deposition on rail vehicles, characterized in that, The experimental apparatus for electrostatic deposition on rail vehicles according to any one of claims 1-9, the experimental method comprising: Set the vehicle speed, preset temperature, preset humidity, and preset air pressure of the experimental environment; The preset rotational speed of the rotating bracket is calculated and determined based on the set vehicle speed; Adjust the temperature, humidity, and air pressure inside the ambient atmosphere chamber to a preset temperature, a preset humidity, and a preset air pressure; The driving component drives the rotating bracket to rotate at the preset speed; The electrostatic potential testing component detects the electrostatic deposition on the blade.

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